Raytheon IIS Veteran Open Job List - October 2018 Toni Havlik
Are you looking for a new role?
Check out this list that has occupational codes listed by branch and apply today @ https://jobs.raytheon.com/military-jobs
Raytheon IIS Veteran Open Job List - November 2018Toni Havlik
Are you looking for a new role? Check out this list that has occupational codes listed by branch and apply today @ https://jobs.raytheon.com/military-jobs
NTSB Board Member, Earl Weener Ph. D, discusses why all pilots need to focus on their personal flying habits.
This presentation is part of the release of the NTSB General Aviation Safety Series at the FAA Safety forums during Sun 'N Fun 2012 in Lakeland FL.
Raytheon IIS Veteran Open Job List - October 2018 Toni Havlik
Are you looking for a new role?
Check out this list that has occupational codes listed by branch and apply today @ https://jobs.raytheon.com/military-jobs
Raytheon IIS Veteran Open Job List - November 2018Toni Havlik
Are you looking for a new role? Check out this list that has occupational codes listed by branch and apply today @ https://jobs.raytheon.com/military-jobs
NTSB Board Member, Earl Weener Ph. D, discusses why all pilots need to focus on their personal flying habits.
This presentation is part of the release of the NTSB General Aviation Safety Series at the FAA Safety forums during Sun 'N Fun 2012 in Lakeland FL.
The Go/No-Go Decision: Real-time decision making for pilots Sporty's Pilot Shop
Go or no go? While the age-old question for pilots hasn’t changed, the amount of information and resources available to assist in this critical decision certainly has. Join professional pilots and flight instructors, Eric Radtke and Bret Koebbe, as they lead an interactive discussion surrounding several real-world scenarios.
We’ll examine human factors, preflight planning as well as dynamic events unfolding en-route from developing weather to system abnormalities - all with the goal of affecting a successful outcome just as you would in the aircraft. Included will be decisions for pilots of all backgrounds and experience levels - from the casual VFR pilot to the most instrument proficient.
Webinar originally aired March 3, 2016.
Visit http://www.sportys.com/webinars to register for FREE upcoming presentations.
NTSB Meteorologist, Donald Eick, talks about how important understanding weather is in safely planning and executing general aviation flight operations
Join weather guru Scott Dennstaedt and Sporty’s John Zimmerman as they explore the ForeFlight app, the Stratus ADS-B receiver and how to use both for safer weather flying. From the basics of weather theory to real world tips about flying with ForeFlight, this webinar is packed with information you can use on your next flight.
Scott Dennstaedt, well-known for his aviation weather expertise for many years, now leads the ForeFlight team in the role of Weather Scientist. His background and experience as a CFI and research meteorologist provide a unique set of qualifications to lead you through a variety of real-world scenarios to make you a safer, better-informed pilot.
You can view the video of the complete webinar presentation here: https://www.youtube.com/watch?v=CIlpN9Dk1sE
A smart cockpit is available right now, and progress will accelerate as more manufacturers and aircraft owners adopt Automatic Dependent Surveillance-Broadcast (ADS-B) technology.
Smart Cockpit Technology: Industry to research and develop smart cockpit technology that helps identify emergency situations, prompts pilots (aurally/visually) through pertinent checklist items, and provides instructions based on aircraft position and condition of flight.
Having fun means flying safely! Hobby or recreational flying doesn't require FAA approval but you must follow safety guidelines. Any other use requires FAA authorization.
Avoid doing anything hazardous to other airplanes or people and property on the ground.
To reduce the risk of accidents due to weather related factors, pilots should rely upon accurate real-time weather
reporting and learn about weather reporting technologies currently available.
According to the Joseph T. Nall report (produced by AOPA’s Air Safety Institute), 89 accidents occurred in 2010 as a result of fuel exhaustion; 11 of them fatal. And despite a decline in fuel management accidents through 2008, more recently those numbers have been reversing, accounting for eight percent of all accidents in 2010
So what is single-pilot resource management? The FAA Risk Management Handbook notes that SRM is defined as the art of managing all the resources (both onboard the aircraft and from outside sources) available to a pilot prior to and during flight to ensure a successful flight
More than 25 percent of general aviation fatal accidents occur during the maneuvering phase of flight — turning, climbing, or descending close to the ground. The vast majority of these accidents involve stall/spin scenarios (half of which are while in the traffic pattern) and buzzing attempts.
Returning to flight operations after a period of inactivity has resulted in loss of control accidents. But with a solid plan and determination, you can get back to enjoying the freedom only flying can offer.
The Go/No-Go Decision: Real-time decision making for pilots Sporty's Pilot Shop
Go or no go? While the age-old question for pilots hasn’t changed, the amount of information and resources available to assist in this critical decision certainly has. Join professional pilots and flight instructors, Eric Radtke and Bret Koebbe, as they lead an interactive discussion surrounding several real-world scenarios.
We’ll examine human factors, preflight planning as well as dynamic events unfolding en-route from developing weather to system abnormalities - all with the goal of affecting a successful outcome just as you would in the aircraft. Included will be decisions for pilots of all backgrounds and experience levels - from the casual VFR pilot to the most instrument proficient.
Webinar originally aired March 3, 2016.
Visit http://www.sportys.com/webinars to register for FREE upcoming presentations.
NTSB Meteorologist, Donald Eick, talks about how important understanding weather is in safely planning and executing general aviation flight operations
Join weather guru Scott Dennstaedt and Sporty’s John Zimmerman as they explore the ForeFlight app, the Stratus ADS-B receiver and how to use both for safer weather flying. From the basics of weather theory to real world tips about flying with ForeFlight, this webinar is packed with information you can use on your next flight.
Scott Dennstaedt, well-known for his aviation weather expertise for many years, now leads the ForeFlight team in the role of Weather Scientist. His background and experience as a CFI and research meteorologist provide a unique set of qualifications to lead you through a variety of real-world scenarios to make you a safer, better-informed pilot.
You can view the video of the complete webinar presentation here: https://www.youtube.com/watch?v=CIlpN9Dk1sE
A smart cockpit is available right now, and progress will accelerate as more manufacturers and aircraft owners adopt Automatic Dependent Surveillance-Broadcast (ADS-B) technology.
Smart Cockpit Technology: Industry to research and develop smart cockpit technology that helps identify emergency situations, prompts pilots (aurally/visually) through pertinent checklist items, and provides instructions based on aircraft position and condition of flight.
Having fun means flying safely! Hobby or recreational flying doesn't require FAA approval but you must follow safety guidelines. Any other use requires FAA authorization.
Avoid doing anything hazardous to other airplanes or people and property on the ground.
To reduce the risk of accidents due to weather related factors, pilots should rely upon accurate real-time weather
reporting and learn about weather reporting technologies currently available.
According to the Joseph T. Nall report (produced by AOPA’s Air Safety Institute), 89 accidents occurred in 2010 as a result of fuel exhaustion; 11 of them fatal. And despite a decline in fuel management accidents through 2008, more recently those numbers have been reversing, accounting for eight percent of all accidents in 2010
So what is single-pilot resource management? The FAA Risk Management Handbook notes that SRM is defined as the art of managing all the resources (both onboard the aircraft and from outside sources) available to a pilot prior to and during flight to ensure a successful flight
More than 25 percent of general aviation fatal accidents occur during the maneuvering phase of flight — turning, climbing, or descending close to the ground. The vast majority of these accidents involve stall/spin scenarios (half of which are while in the traffic pattern) and buzzing attempts.
Returning to flight operations after a period of inactivity has resulted in loss of control accidents. But with a solid plan and determination, you can get back to enjoying the freedom only flying can offer.
Runway incursions are a serious safety concern and significantly impact safe operations at any airport. Incursions, which also can occur on taxiways although not considered runway incursions, have involved air carrier aircraft, military planes, general aviation aircraft, air traffic controllers, ground vehicles and pedestrians.
The May/June 2014 issue of FAA Safety Briefing is all about Airworthiness Certification and Standards. In this issue we look at the hidden dangers of layering supplemental type certificates (STC), who to go to when your plane has an issue, and how to take care of an aging aircraft. In addition, you can learn more about the airworthiness directive process and how to apply for an STC.
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Explore how micro-credentials are transforming Technical and Vocational Education and Training (TVET) with this comprehensive slide deck. Discover what micro-credentials are, their importance in TVET, the advantages they offer, and the insights from industry experts. Additionally, learn about the top software applications available for creating and managing micro-credentials. This presentation also includes valuable resources and a discussion on the future of these specialised certifications.
For more detailed information on delivering micro-credentials in TVET, visit this https://tvettrainer.com/delivering-micro-credentials-in-tvet/
Normal Labour/ Stages of Labour/ Mechanism of LabourWasim Ak
Normal labor is also termed spontaneous labor, defined as the natural physiological process through which the fetus, placenta, and membranes are expelled from the uterus through the birth canal at term (37 to 42 weeks
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Discover the Simplified Electron and Muon Model: A New Wave-Based Approach to Understanding Particles delves into a groundbreaking theory that presents electrons and muons as rotating soliton waves within oscillating spacetime. Geared towards students, researchers, and science buffs, this book breaks down complex ideas into simple explanations. It covers topics such as electron waves, temporal dynamics, and the implications of this model on particle physics. With clear illustrations and easy-to-follow explanations, readers will gain a new outlook on the universe's fundamental nature.
Biological screening of herbal drugs: Introduction and Need for
Phyto-Pharmacological Screening, New Strategies for evaluating
Natural Products, In vitro evaluation techniques for Antioxidants, Antimicrobial and Anticancer drugs. In vivo evaluation techniques
for Anti-inflammatory, Antiulcer, Anticancer, Wound healing, Antidiabetic, Hepatoprotective, Cardio protective, Diuretics and
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This slide is special for master students (MIBS & MIFB) in UUM. Also useful for readers who are interested in the topic of contemporary Islamic banking.
Executive Directors Chat Leveraging AI for Diversity, Equity, and InclusionTechSoup
Let’s explore the intersection of technology and equity in the final session of our DEI series. Discover how AI tools, like ChatGPT, can be used to support and enhance your nonprofit's DEI initiatives. Participants will gain insights into practical AI applications and get tips for leveraging technology to advance their DEI goals.
it describes the bony anatomy including the femoral head , acetabulum, labrum . also discusses the capsule , ligaments . muscle that act on the hip joint and the range of motion are outlined. factors affecting hip joint stability and weight transmission through the joint are summarized.
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UNCLASSIFIED
3
Education
• This training will educate pilots on:
– NORAD Operations
– Temporary Flight Restrictions (TFRs)
– Preflight planning to avoid TFRs
– Air Defense Identification Zone (ADIZ) procedures
– What to do if you are intercepted
Aviation Security impacts every airman that
operates within the National Airspace System
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• AOPA member since 1988
• US Air Force fighter pilot
• NBAA member since 2008
– G200 at KAPA
• NORAD Reservist
Lt Col Kevin “Big Jim” Roethe
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• North American Aerospace Defense Command
– Bi-National Command
• USA and Canada
– Established in 1958
– HQ at Peterson AFB, CO
– What is NORAD’s mission?
NORAD Mission
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8
1) Aerospace Warning
2) Aerospace Control
3) Maritime Warning
Aerospace Control:
Respond to unauthorized
air activity approaching or
operating within North
American airspace
NORAD Mission
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We need your help
• Fighter aircraft involved 300+ times/yr (scramble, runway alert, etc)
• Expends valuable military resources
• Diverts attention from real threats
• Risks a deadly mistake – possible use of deadly force
Why Do You Care?
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• Event isn’t over when you clear restricted airspace
• Law Enforcement and FAA take over
• Unauthorized TFR / ADIZ penetration can result in:
– FAA Pilot Deviation and/or loss/suspension of Pilot License
– Fine and/or jail time
– Putting you and your passengers in unsafe situation
Why Do You Care?
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UNCLASSIFIED
• Unauthorized Entry:
• National Security related TFR
• Wash DC Special Flight Rules Area (SFRA)
• Air Defense Identification Zone (ADIZ) boundary
• Potential Threat to Civil Aviation – FAA or Airline request
- Not in Radio Communication with Air Traffic Control
- Off Flight Plan
- Deviation from flight rules
- Passenger on No-fly list
- In-flight disturbance
- Deviation from assigned IFF Squawk (i.e. 7500)
• Request from Federal Agency – i.e. CBP, TSA, FBI, etc
13
When Does NORAD Intercept?
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Who Does NORAD Intercept?
• Pilots just like you! - Obama golf trip
• 78% of TFR violations are General Aviation pilots
• Most common causes
– Pilot error – incomplete preflight planning
– Navigation or communications failures
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Design
• 30nm radius from DCA
VOR
• Surface to 18K’
Special Training Required
for VFR flight w/in 60 NM
Procedures
• Two way radio comm
• Discrete code
• IFR/SFRA flight plan
• Airspeed restriction
Washington DC Special Flight Rules Area (SFRA)
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Air Defense Identification Zone (ADIZ)
• Procedure
– Gulf of Mexico
– Bahamas corridor
• Procedures
– File IFR or DVFR
flight plan
– 2 way radio contact
– Discrete code
– Advise ATC of
penetration 15 min
prior
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Air Defense Identification Zone (ADIZ)
• File IFR or DVFR flight plan
• Activate flight plan
– Nassau or Miami FSS
• Contact Miami Center
– Provide ETA for ADIZ pen
– Obtain discrete trans code
• 15 min from ADIZ?
– 25nm if 100kts
– 45nm if 180kts
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• TFR format contains:
– Location of TFR
– Effective period
– Defined area
– Altitude restrictions
– FAA facility and phone
– Reason for TFR
– Relief agency
– Other appropriate info
TFR Format
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Review lost communication procedures
• 7500 – Hijack
• 7600 – Lost Comm (radio failure)
• 7700 – Emergency
• 75 taken alive, 76 technical glitch, 77 going to heaven
• Hi Jack, can’t talk now, I’m on fire
How To Avoid TFRs
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• File a flight plan
– IFR, DVFR, SVFR, or VFR
• Use current charts/sectionals
• Update iPad and GPS database
How To Avoid TFRs
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Review Air Defense Identification Zone (ADIZ)
procedures if flying into U.S. from abroad:
http://www.faa.gov/air_traffic/publications/ifim/airspace/
ADIZ Penetration
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• Re-check for TFRs after that $100 hamburger
• Departing VFR from airport in TFR’s outer circle
– Call FSS and the ATC phone number before launch,
possibly obtain squawk
• Camping for a week, now flying home
– Try ATC on the ground (cell phone, radio)
– Try FSS on the ground (cell phone, radio
– Call ATC/FSS once airborne
How To Avoid TFRs - GOTCHAS
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• If not flying a straight route, make sure FSS is aware
of your planned route
• iPads might not have updated times if TFR extends
• Don’t cancel IFR and squawk 1200 in TFR
How To Avoid TFRs - GOTCHAS
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• ATC will attempt radio contact for an aircraft of
interest
– Assigned ATC frequency
– VHF and UHF Guard frequency (121.5 or 243.0)
• Other methods
– Corporate Operations (ACARS, cell phone, etc)
– Other aircraft relay
• Come up on frequency
– Comply with ATC instructions
Radio Contact Procedures
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ALL aircraft operating in US national airspace are highly
encouraged to maintain a listening watch on VHF/UHF
Guard (121.5/243.0 Mhz).
If subjected to military intercept, it is incumbent on civilian aviators to
comply with ICAO standard signals relayed from the intercepting
aircraft. Specifically, aviators are expected to contact air traffic control
without delay (if able) on the local operating frequency or on VHF/UHF
guard frequencies (121.5/243.5)
Noncompliance may result in the use
of force
– Reference: FAA AIM 5-6-2
54
Aeronautical Information Manual (AIM)
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Interceptor scrambled
ICAO Intercept Procedure – Intercept Aircraft
– Approach from the stern
– Two interceptors
• see one
– Left so PIC can see
– Interceptor rocks wings
• signal intercept
– Safe separation is the
responsibility of the
Interceptor
– Only get as close as
necessary to complete the
mission
Click to play video clip
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– Remain predictable
• Altitude, heading, airspeed
– Don’t descend
– Acknowledge Interceptor with wing
rock
– Talk to ATC
– Acknowledge Interceptor on radio
(121.5 or 243.0 MHz)
ICAO Intercept Procedure – Intercepted Aircraft
“This is the armed air defense fighter on your left wing, you
are ordered to… turn to heading XXX immediately to exit
restricted airspace.”
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ICAO Intercept Procedure – Intercepted Aircraft
Click to play video clip
Post Intercept, “Follow me”
Comply with Interceptor (visual or verbal)
directions
– Fighter will set direction/heading
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ICAO Intercept Procedure – Intercepted Aircraft
Post Intercept, Landing
– TSA and FAA decide if you
must land
– FAA selects a suitable airfield
Land where directed
– Fighter will circle over head until
you safely land
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ICAO Intercept Procedure – Intercepted Aircraft
Post Intercept, NO RADIO
Interceptor Signals Meaning
Fighter slow turn to desired
heading
FLY THIS WAY
Fighter abrupt turn across nose
to desired heading and may
dispense flares
WARNING: TURN NOW
(DIRECTION OF FIGHTER)
Fighter circles airport, lowers
landing gear, overflies runway in
direction of landing
LAND HERE
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…“If you do not follow these instructions,
you may be fired upon.”
Interceptor Procedure – Divert
Click to play video clip
• Interceptor may dispense flares directing
immediate compliance is required
• Failure to comply at this point is not
recommended
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Light signals
ICAO Intercept Procedure – Night
Interceptor
signal
Meaning Intercepted
signal
Meaning
Flash nav Intercepted Flash nav lt Will comply
Landing light Land here Landing light Will comply
Flash land lt Airport
inadequate
All lights
regular
Can not
comply
All lights
irregular
Distress
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Helicopter Signboard Phrases
• General
– You have been intercepted
• Radio Com
– Tune Frequency 121.5 Mhz
– Contact ATC Immediately
• Maneuver messages
– Follow me
– Reverse course
– Fly Heading XXX
• Non-Compliant
– Your aircraft is in danger
• Compliant
– After landing contact ATC
– After landing await law enforcement
– Land at this aerodrome
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Washington DC Special Flight Rules Area (SFRA)
• Visual Warning System (VWS)
– Depart SFRA by turning away from VWS
and heart of Washington DC
– Contact ATC
– VWS is for VFR traffic only! If NORDO
while IFR, follow std lost comm. procedures
Click to play video clip
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Summary
• Aviation Security is everyone's business
• We need your help
• Every airman should understand:
• NOTAM / TFR info prior to flight
• Why you may be intercepted
• What to do when intercepted
The best way to reduce presenting a threatening behavior is to comply with ATC instructions and monitor VHF or UHF emergency/guard frequencies. If not able to maintain a listening watch and you are intercepted, notify ATC of the situation and switch to emergency/guard frequency to talk directly to the interceptor.Get into the books and re-familiarize yourself with ICAO intercept procedures.Noncompliance may result in the use of force.Transition: Next, let’s look at ICAO intercept procedures.
The Aeronautical Information Manual provides details on ICAO intercept procedures.Don’t be startled when a fighter or helicopter shows up on your wing. It is crucial that you maintain your current heading, altitude and airspeed and remain calm. Although you may be very uncomfortable with an aircraft close to you, the interceptor will ensure aircraft separation and will not be a conflict to your flight path. Comply with his directions. Also be aware that there may be an additional interceptor that you don’t see. Transition: What are your responsibilities and actions after being intercepted?
The Aeronautical Information Manual provides details on ICAO intercept procedures.Don’t be startled when a fighter or helicopter shows up on your wing. It is crucial that you maintain your current heading, altitude and airspeed and remain calm. Although you may be very uncomfortable with an aircraft close to you, the interceptor will ensure aircraft separation and will not be a conflict to your flight path. Comply with his directions. Also be aware that there may be an additional interceptor that you don’t see. Transition: What are your responsibilities and actions after being intercepted?
The Aeronautical Information Manual provides details on ICAO intercept procedures.Don’t be startled when a fighter or helicopter shows up on your wing. It is crucial that you maintain your current heading, altitude and airspeed and remain calm. Although you may be very uncomfortable with an aircraft close to you, the interceptor will ensure aircraft separation and will not be a conflict to your flight path. Comply with his directions. Also be aware that there may be an additional interceptor that you don’t see. Transition: What are your responsibilities and actions after being intercepted?
NORAD may divert your aircraft to a nearby airfield that is suitable for your type of aircraft. After the initial intercept and the fighter rocks his wings and gets your acknowledgement, he will roll out on a heading that he wants you to turn to. You must comply and turn to the heading set by the interceptor. Reattempt to contact the interceptor on guard frequency and attempt to contact ATC if the ATC frequency is known.For aircraft speed above approximately 250 mph, one fighter interceptor will remain close to the aircraft and the other will remain 1-5 miles behind the aircraft. For aircraft that are slower than 250 mph, the fighter interceptor will be unable to slow to your speed. The two fighter interceptors will orchestrate a ‘racetrack’ pattern. One fighter will slow to identify the aircraft during a slow-speed pass and then turn 180 degrees and reposition to 3-5 mile trail while the second fighter will move into a position to be able to further identify or guide the aircraft. This will continue until the aircraft lands at the divert field or the fighters are told to discontinue the mission.Transition: Let’s look at a video of an interceptor directing the intercepted aircraft to follow then we will look at the Headbutt maneuver?
NORAD may divert your aircraft to a nearby airfield that is suitable for your type of aircraft. After the initial intercept and the fighter rocks his wings and gets your acknowledgement, he will roll out on a heading that he wants you to turn to. You must comply and turn to the heading set by the interceptor. Reattempt to contact the interceptor on guard frequency and attempt to contact ATC if the ATC frequency is known.For aircraft speed above approximately 250 mph, one fighter interceptor will remain close to the aircraft and the other will remain 1-5 miles behind the aircraft. For aircraft that are slower than 250 mph, the fighter interceptor will be unable to slow to your speed. The two fighter interceptors will orchestrate a ‘racetrack’ pattern. One fighter will slow to identify the aircraft during a slow-speed pass and then turn 180 degrees and reposition to 3-5 mile trail while the second fighter will move into a position to be able to further identify or guide the aircraft. This will continue until the aircraft lands at the divert field or the fighters are told to discontinue the mission.Transition: Let’s look at a video of an interceptor directing the intercepted aircraft to follow then we will look at the Headbutt maneuver?
NORAD may divert your aircraft to a nearby airfield that is suitable for your type of aircraft. After the initial intercept and the fighter rocks his wings and gets your acknowledgement, he will roll out on a heading that he wants you to turn to. You must comply and turn to the heading set by the interceptor. Reattempt to contact the interceptor on guard frequency and attempt to contact ATC if the ATC frequency is known.For aircraft speed above approximately 250 mph, one fighter interceptor will remain close to the aircraft and the other will remain 1-5 miles behind the aircraft. For aircraft that are slower than 250 mph, the fighter interceptor will be unable to slow to your speed. The two fighter interceptors will orchestrate a ‘racetrack’ pattern. One fighter will slow to identify the aircraft during a slow-speed pass and then turn 180 degrees and reposition to 3-5 mile trail while the second fighter will move into a position to be able to further identify or guide the aircraft. This will continue until the aircraft lands at the divert field or the fighters are told to discontinue the mission.Transition: Let’s look at a video of an interceptor directing the intercepted aircraft to follow then we will look at the Headbutt maneuver?
If you see the interceptor dispense flares and maneuver in front of your aircraft, you must pay strict attention and immediately follow the interceptors directions.Failure to comply at this point is not recommended. If tuned to guard frequency you may hear on the radio:“If you do not follow these instructions, you may be fired upon.”Transition: Here is a video of the headbutt maneuver. After the video we will look at :(GA brief) How NORAD Helicopter intercept procedures differ from fighter intercept procedures.(Corporate/commercial carriers) The Visual Warning System to alert pilots in the Washington D.C. Special Fight Rules Area (SFRA).
The Aeronautical Information Manual provides details on ICAO intercept procedures.Don’t be startled when a fighter or helicopter shows up on your wing. It is crucial that you maintain your current heading, altitude and airspeed and remain calm. Although you may be very uncomfortable with an aircraft close to you, the interceptor will ensure aircraft separation and will not be a conflict to your flight path. Comply with his directions. Also be aware that there may be an additional interceptor that you don’t see. Transition: What are your responsibilities and actions after being intercepted?
Post intercept procedures are the same ICAO intercept procedures used when intercepted by a fighter aircraft.Visual signaling devices may be employed in an attempt to communicate with the intercepted aircraft. Visual signaling devices may include, but are not limited to, LED scrolling signboards or blue flashing lights. If compliance is not attained through the use of radios or signaling devices, standard ICAO intercept signals (Table 5-6-1) may be employed. In order to maintain safe aircraft separation, it is incumbent upon the pilot of the intercepted aircraft not to fall into a trail position (directly behind the helicopter) if instructed to follow the helicopter as the helicopter pilot may lose visual contact with the intercepted aircraft.Transition: Here is a video of the Helicopter’s signboard signaling device. We’ll also look at the other messages you may see.
Post intercept procedures are the same ICAO intercept procedures used when intercepted by a fighter aircraft.Visual signaling devices may be employed in an attempt to communicate with the intercepted aircraft. Visual signaling devices may include, but are not limited to, LED scrolling signboards or blue flashing lights. If compliance is not attained through the use of radios or signaling devices, standard ICAO intercept signals (Table 5-6-1) may be employed. In order to maintain safe aircraft separation, it is incumbent upon the pilot of the intercepted aircraft not to fall into a trail position (directly behind the helicopter) if instructed to follow the helicopter as the helicopter pilot may lose visual contact with the intercepted aircraft.Transition: Here is a video of the Helicopter’s signboard signaling device. We’ll also look at the other messages you may see.
The Visual Warning System (VWS) is an additional means for NORAD to warn aircraft that have strayed into, or pose a threat, to the national capital region.The VWS consists of a number of strategically placed ‘eye safe’ laser generators around the Washington D.C. Special Flight Rules Area (SFRA).If you are in the SFRA and are not complying with flight restrictions, you may see the green, red, red flashes of the VWS. Immediately turn away from the VWS and tune your radio to ATC or guard frequency. Contact ATC and identify yourself, your location and intentions.To get more information on the flight rules in the SFRA, use the link provided to access the FAA Washignton D.C. SFRA text. AOPA also has an interactive course available on it’s website.Transition: Next, let’s take a look at NORAD’s intercept aircraft.